Distributed power generation system for surface transport

ABSTRACT

A distributed power generation system ( 1 ) for surface transport, including: a primary power generation device ( 3 ) including a gas steam turbine to generate energy for said surface transport; a secondary power generation device ( 5 ); an energy storage device to store energy received from the primary and/or secondary power generation device; an elongate drive shaft to be driven by said energy from said primary and/or secondary power generation and/or energy storage device; and a torque converter operatively associated with the primary and/or the secondary power generation device, to assist the capture of energy from said drive shaft during a power generation phase; and a connection means to deliver said torque to wheels of said surface transport to urge said surface transport into motion.

FIELD OF THE INVENTION

The present invention relates to a renewable energy, distributed power generation system for surface transport for the movement of freight and passengers, and in particular a system to store and generate power thereby reducing the amount of fossil fuels used by surface transport and fossil or nuclear fuels used for power generation. The power plant (gas/steam generator) described is typically for a distributed power generation system either surface mounted or integrated into surface transport. The potential/kinetic energy of surface transport is used to generate power and transfer this power to and from a power storage unit (PSU) either on board the vehicle or autonomously located.

BACKGROUND OF THE INVENTION

Surface transport has advantages such that it can deliver goods and services to any location without the need of major infrastructure. However, there is a need for surface transport to be more efficient in its use of fuel and energy consumption to ensure it remains cost effective. Further, with the increasing concern of global warming, high demand for oil and geo-political issues, more efficient, clean power generation systems are desirable.

Accordingly, there is a need to reduce the fossil/nuclear fuel consumed per unit of freight for surface transport. There is also a need to capture energy that is being lost from existing systems and/or the ability to transfer excess power between surface transport and power storage units.

One such system is to target a reduction in fuel and wasted energy lost in the stopping phase of surface transport (i.e. braking) and to store/transmit excess energy at declines on descent and reuse that energy at inclines on a climb.

OBJECT OF THE INVENTION

It is an object of the present invention to substantially overcome or at least ameliorate one or more of the disadvantages of the prior art, or to at least provide a useful alternative.

SUMMARY OF THE INVENTION

There is firstly disclosed herein a distributed power generation system for surface transport, including:

a primary power generation device including a gas steam turbine to generate energy for driving said surface transport;

a secondary power generation device including an electrical generator; to generate energy for driving said surface transport;

an energy storage device to store energy received from the primary and/or secondary power generation devices;

a connection means connected to wheels of said surface transport and to deliver torque from said wheels to a power storage unit;

an elongate drive shaft to convert and transfer energy from the surface transport in a power generation phase; and

a torque converter/hydro-static drive to cooperate with said shaft to capture energy during the power generation phase.

Preferably, the connection means delivers torque to an onboard power storage device to be used by the surface transport in motion or transmitted to a power grid.

Preferably, the primary power generation devices includes:

a compressor operable to receive a gas;

a combustion chamber to receive and ignite a fuel;

a turbine to rotate the drive shaft; and wherein

heated gas leaving said turbine is directed past the outside of said combustion chamber to add heat to a heat exchanger for heating a liquid, said gas passing through a second turbine cooperating with the compressor, the gas leaving the second turbine and returned to the combustion chamber or vented from said system through a second heat exchanger.

Preferably, the vented gas passes through a third turbine operating in cooperation with the first turbine.

Preferably, the gas leaving the second turbine is returned to the combustion chamber.

Preferably, the gas leaving the second turbine is vented from the system.

Preferably, the heated liquid from the heat exchanger is adapted to drive a steam turbine.

Preferably, the steam turbine is located co-axially with the gas turbine inside the combustion chamber surrounded by the first heat exchanger.

Preferably, the system includes a means to store excess energy in a power storage unit and transmit said excess energy to other surface transport.

Preferably, the system includes a means to store energy in a power storage unit and transmit said excess energy to a track or roadside power storage unit.

BRIEF DESCRIPTION OF THE DRAWINGS

A preferred embodiment of the invention will now be described, by way of example only, with reference to the accompanying drawings, wherein:

FIG. 1 is a distributed power generation system of an embodiment of the invention;

FIG. 2 is a distributed power generation system of a further embodiment of the invention;

FIG. 3 shows one location of a distributed power generation device on a is vehicle; and

FIG. 4 shows a power transmission system.

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS

There is schematically depicted in the drawings, a distributed power generation system 1, for surface transport such as a vehicle 4 including a primary power generation device 3 to generate energy for said vehicle 4. The primary power generating device 3 includes a drive (gas/steam) turbine (see FIG. 1) where the steam turbine is preferably integrated as a gas/steam turbine or separate with a heat exchanger integrated into the gas turbine or the like. The gas turbine 3 (see FIG. 2) is a thermally powered turbine device. The steam turbine is a typical steam device. A secondary power generation device 5 (see FIG. 3) includes an electrical generator/traction motor 7 to generate power in the power generation (stopping) phase storing this power roadside, trackside or on board in the power (pack) storage unit or to use in the power grid as demand requires or by other vehicles to use the energy in negotiating a gradient. The wheels 9 deliver torque via traction motors or a connection means (drive shaft) 8 to the power storage unit 2.

As best seen in FIGS. 1 and 2, the primary power generation device 3 includes a compressor 10 operable to receive a gas. The gas direction is shown by the arrows 11. A combustion chamber 12 receives and ignites a fuel. A turbine 13 receives the heated gas from the combustion chamber 12 and rotates the shaft 14. The gas leaving the turbine 13 is directed past the outside of the combustion chamber 12 in ducting or the like to add heat to the heat exchanger 23 forming the wall of the combustion chamber 12 for heating liquid to operate a steam turbine. The gas passing through a second turbine 15 operatively associated with the compressor 10 is integrated as an outer ring of the compressor 10 which activates the compressor 10. The gas leaving the second turbine is returned to the combustion chamber or wherein the gas is vented away from the system 1; passing a heat exchanger 23 in the exhaust section. The steam turbine may be co-axial with the gas turbine and located with in the gas turbine combustion chamber surrounded by a heat exchanger. Secondary effects of the reverse flow exhaust system and heat exchangers will lower turbine noise and reduce exhaust gas temperatures to acceptable levels. A variable geometry air inlet and a variable geometry exhaust will be incorporated to assist in optimizing the fuel air mix and maximize energy transfer to the heat exchanger 23 which drives the steam turbine. It should be understood that the system can work equally on the prime mover/locomotor and/or the load carrying devices, be integrated into many other parts of the surface transport, or be mounted roadside or trackside.

In FIG. 4 is shown a power transmission system 20 for a vehicle 4. The system 1, at item 2 on FIG. 3, provides onboard energy storage during the power generation process. In extended power generation phases (downhill) this energy would have to be stored in a power storage unit mounted roadside, trackside or a power (pack) storage unit used in the power grid as demand requires by other vehicles to use the energy in negotiating a gradient or the like 2. An overhead power line 22 or the like would be required to transmit the energy between vehicles 4. An Energy Management Control Computer (EMC²™ not shown) would be used. This would include a GPS and an elevation (potential energy) algorithm assessing the onboard power required at trip planning or the end of power usage or power generation phases of a vehicle 4. That is, the vehicle 4 expends energy downhill and draws that energy in the uphill phase. Semi-trailers and rolling stock (rail cars) or the like will require a push algorithm to ensure the safety of the (truck/tractor/locomotor). This would constitute for road transport a slight flex in the draw pin measured by laser/light or a device which would dictate the amount of acceleration required by the trailer(s) to balance push/pull on the preceding vehicle 4 and for rail the amount of push or pull depending on the phase of operation. Using the distributed power system 1 where the dual turbines 13, 15 are enclosed by a liquid heat exchanger 23 or the like, a second steam turbine (not shown) is also used to generate power. The combustion chamber 12 and the heat exchanger 23 in the reverse flow exhaust would have to produce sufficient heat to provide steam. The system EMC²™ sets a burn start time and duration to generate sufficient energy to efficiently continue the journey, minimizing energy usage.

The system 1 uses power generation, storage and power transmission. To measure generated energy and send this information to Power Rail/Road (PRR™) when in cell range or at power transmission zones via internet protocols (IP) and to produce a power bill of the energy generated or consumed. The EMC²™, for a city transit the power pack is powered to a predetermined level to accelerate, for example, 100 t to 100 km/hr and retain 25% energy—or power needs are optimized for the journey profile with inputs from EMC²™. Power storage units will be an integral part of the system both in built up and isolated areas.

The EMC²™ plots the planned course predicting and optimizing engine/turbine burn times, relative to power transmission zones, and the optimum energy upload/download at power transmission zones. The EMC²™ would receive regular database updates for the most recent power transmission zone completion for journey planning to optimize routes and the EMC²™ saves previous routes and optimizes route power management profiles based on newly constructed power transmission zones (this information is updated wirelessly or by power transmission zones via Internet Protocol (IP)). The device will be capable of impulse (very high rate) power transmission at transmission zones. The power (pack) storage unit may be a contra rotating, high energy fly wheel using magnetic bearings to reduce energy loss through friction, hydro mechanical or other efficient/applicable power storage unit. A drive shaft/power take-off (PTO) from the vehicle engine and also the load carrying device, will generate electricity through a generator/electric motor. Power generation may be augmented by a hydrostatic drive/torque converter 6 to ensure maximum energy capture transmitting this energy through an accumulator to a final drive to the power (pack) storage unit 2. Traction control on wheels 9 will signal differential locks to maximize power generation (stopping phase) and acceleration. Integrated drive gear (IDG) will be built into generator/electric drive motors to ensure optimum motor revolution over varying vehicle speeds. Vehicle accelerator and foot brake will demand a g-force acceleration/deceleration augmented by an acceleration/deceleration signal transferred to the power generator/s to sequence the amount of energy required in the acceleration phase and the amount of power generation in the stopping phase. EMC²™ will transmit energy requirements (upload/download) at power transmission zones say every 200 kms on level transits and on both uphill and downhill transits. A fast deploying hydraulic/electrical Power Transmission Contact (PTC), FIG. 4, to overhead or side transmission lines 22 will facilitate very fast rate power transmission to and from the vehicle 4, power storage unit 2. In road and/or on vehicle light/radar distance measuring equipment to position the PTC for accurate power line targeting. A PTC pressure sensor will be incorporated to assist in optimum power line/PTC contact.

Preferably an Energy Management Control Computer (EMC²™) which has two components, a power management system such that when energy is scheduled for storage in the power storage unit and another entity demands power then power on demand is directed to the device demanding the energy or if there is excess energy that this energy is directed by the energy management system for storage in the power storage unit and vice versa. Power storage units will include but not be limited to a. Fly wheel or, b. Hydro power generation and storage system.

-   -   a. The fly wheel PSU (power storage unit) may be a         contra-rotating fly wheel with various configurations of         generator/drive motors, the one to accept power through the         drive and the other to generate power when demanded and include         an integrated power management system.     -   b. The hydro electrical system will use the potential energy of         water to store power the challenge being to enhance the energy         in energy out equation to reduce inefficiencies and maximize the         power generated compared to the energy stored.     -   I. The hydro power generation and storage unit may include:         -   a. a constructed power storage tower, or         -   b. by using suitable terrain with reservoirs and piping             between them to provide sufficient power generation/storage             as demand may require.     -   II. To achieve this, a Focused Turbine Drive Technology system         (FTDT™) will be employed where injector nozzles are used to         specifically target receptacles on the turbine drive shaft,         receptacles will be positioned to receive the injected water as         the previous one rotates out of the injector flow.     -   III. The hydro power generation and energy storage device will         include integrated dual axial flow generator/lift pumps to         ensure efficient water flow/power storage. Suitable redundancy         will be included in this system to enable efficient maintenance         with minimal/no downtime.

Such a system 1 would provide fuel savings per unit of payload on surface transport and the storage and transmission of power, autonomous navigation by rail freight/passenger cars to the destination avoiding lengthy delays in switching yards. Lower labour costs and the primary power generation turbines have only two primary moving parts each compared to an internal combustion engine (ICE) resulting in lower maintenance costs and longer mean time between failure. Also, efficient primary generation when incorporating the steam turbine. The gas turbine can use many different fuels with minimum adjustment and ultimately hydrogen a clean energy.

Although the invention has been described with reference to specific examples, it will be appreciated by those skilled in the art that the invention may be embodied in many other forms. 

1. A distributed power generation system for surface transport, including: a primary power generation device including a gas steam turbine to generate energy for said surface transport; a secondary power generation device; an energy storage device to store energy received from the primary and/or secondary power generation device; an elongate drive shaft to be driven by said energy from said primary and/or secondary power generation and/or energy storage device; and a torque converter operatively associated with the primary and/or the secondary power generation device, to assist the capture of energy from said drive shaft during a power generation phase; and a connection means to deliver said torque to wheels of said surface transport to urge said surface transport into motion.
 2. The distributed power generation system for surface transport according to claim 1, wherein said primary power generation device includes: a compressor operable to receive a gas; a combustion chamber to receive and ignite a fuel; a turbine to rotate the drive shaft; the heated gas leaving said turbine being directed past the outside of said combustion chamber to add heat to said heat exchanger for heating a liquid, said gas passing through a second turbine operatively associated with the compressor and venting said gas from said system through a second heat exchanger, said gas passing through a third turbine acting in cooperation with said first turbine.
 3. The distributed power generation system for surface transport according to claim 2, wherein the gas leaving the second turbine is returned to the combustion chamber.
 4. The distributed power generation system for surface transport according to claim 2, wherein the gas leaving the second turbine is exhausted from the system.
 5. The distributed power generation system for surface transport according to claim 2, wherein said heated liquid from the heat exchanger is adapted to drive a steam turbine.
 6. The distributed power generation system for surface transport according to claim 1, wherein said system includes a means to store excess energy in a power storage unit and transmit said excess energy to other surface transport as it passes power transmission zones. 